FIELD OF INVENTION

The present invention relates to a shock absorber, in particular a shock absorber that can be used to slow the opening or closing stroke of doors, sliding doors, such as cupboard or furniture doors, mobile systems for access to environments, sliding partition walls, drawers for articles of furniture, etcetera. In detail, one or more shock absorbers according to the invention are suitable for interposing between the fixed structure of a cupboard with sliding doors and the respective door panel in order to appropriately dampen the opening/closing forces thereof and limit the impact of the mobile body on the respective jamb. STATE OF THE ART

As is known, the market offers widely different types of shock absorber specifically designed for use on cupboards with sliding doors. The shock absorbers used in articles of furniture are for example mounted together with devices or mechanisms for opening or closing doors and/or doors, in such a way as to slow down the opening and/or closing stroke of the sliding element in proximity of the endrun part of the stroke. In general, the shock absorbers exhibit an oil-filled cylinder inside which moves by sliding a suitable piston guided by a respective rod. In general (but not necessarily) the shock absorbers are mounted on the fixed frame that bears and guides the sliding element and interacts therewith during the final closing/opening stages thereof. In detail, the sliding door or leaf, having arrived in proximity of the end-run position, interacts with the piston (or the cylinder) of the loaded shock absorber, which slows the stroke of the sliding element due to the friction forces that are generated internally of the cylinder during movement of the piston, connected to the displacement of the oil contained in the internal chamber of the piston.

In other words, the shock absorbers of the prior art are constituted by a cylinder inside which a piston can slide substantially sealedly in the cylinder, which compresses a selected fluid, typically oil, as a result of the pressure increase.

The oil begins to bleed through a slight gap present between the piston and cylinder, generating between them a frictional force given by the viscosity of the oil. Working in this manner, the shock absorber slows down the stroke of the sliding element and dampens any impacts between the frame and the element itself.

In particular, document EP 198 180 discloses a shock absorber in which the piston is constituted by two elements, one fixed to the piston rod itself, the other mobile relative thereto. These two elements make it possible to define two conditions: a first condition wherein the second damping element substantially occludes all passages for the oil, so that the oil can only bleed between the inner surface of the cylinder and the outer surface of the piston, and a second reset condition in which, conversely, the oil can flow through openings with less hydrodynamic resistance . In this way, with a simple structure it is possible to obtain the above-mentioned effect of damping in one direction, and a faster reset in the opposite direction. Although the above shock-absorber enables rapid reset, it is however subject to some drawbacks and/or operating limits and is therefore improvable in certain respects.

First, the piston is geometrically complex, resulting in increased costs. Secondly, the piston enables modulating the damping force only in relation to the speed of closing of the swing door and therefore to the pressure generated inside the cylinder, while there is a lower sensitivity of the shock absorber with regard to the closing of the door.

Document EP 1563763 discloses a further refinement of the above-described device, in which the piston once again consists of only two relatively mobile elements. The first element, constrained to the piston rod, exhibits a head portion peripherally equipped with four bevellings which create preferential paths for the oil; the first element proceeds in the axial direction with a shank formed in a single piece with the above-mentioned portion but exhibiting a smaller section and terminating with a plurality of elastic hooks. The piston head and the elastic members define an annular seat in which a hollow cylinder is engaged, which cylinder exhibits an axial development that is shorter than the axial development of the seat, and which cylinder, in the damping condition, abuts against the head portion of the piston, thus occluding the above-mentioned preferential passages for the oil and therefore offering a higher resistance to movement; conversely, in the reset condition, the cylindrical element is retained between the mentioned elastic elements, but distanced from the main portion of the piston in such a way as that oil passages are defined which have a lower resistance and the reset therefore takes place very rapidly.

The above-described type of shock, however, also suffers from some drawbacks and/or operating limits and has therefore been shown to be susceptible to improvements in certain respects. In this case too the piston structure is still geometrically complex. Also, with the guide surface of the piston (head portion) complementarily shaped with respect to the axially- short internal wall of the cylinder, there is therefore a risk of generating oscillations or vibrations, especially in the case of small misalignments of the cylinder rod. These misalignments may lead to oil leakage and therefore affect the functionality of the shock absorber, which therefore might lose its load in a short time and need to be replaced.

Thus, in the last-described invention too, the shock absorber enables generating a well-defined damping force during the closing and/or opening condition of the door. In particular, as previously described the closing force which is generated is exclusively linked to the variation of the closing velocity of the door and therefore to the increase in the pressures internally of the cylinder. As previously mentioned, this means that the shock absorber is poorly sensitive to the actual closing of the door leaf, and is therefore limited in terms of ensuring a gentle approach of the swing door into the closed condition thereof.

OBJECT OF THE INVENTION

An aim of the present invention is therefore to solve one or more of the drawbacks and limitations of the previous solutions.

A first objective of the invention is to provide a shock absorber which enables a gentle approach of the door during the closing step thereof.

A further aim is to provide a shock absorber which is simple in concept, but which however provides a remarkable reliability in terms of seal, in particular without significantly increasing the production and/or assembly costs.

A further aim of the invention is also to enable compliance with the size and dimensions of shock absorbers in use today, so that it can be used if necessary to replace shock absorbers of the previous generation but which are unloaded or defective.

These and other aims, which will emerge during the following description, are substantially attained by a shock absorber as described in the following.

In an aspect, an article of furniture is provided, in particular a cupboard, comprising: a fixed structure, at least a closing element mobile relative to the fixed structure, at least a shock absorber (1), according to any one of the claims, interposed between the fixed structure and the closing element and which is configured to assist the closing element, for at least a tract of movement thereof.

In a further independent aspect there a support device (100) is provided for articles of furniture, comprising: a support frame (101), interposable between a fixed structure, such as a fixed structure of a cabinet, and at least a mobile element, for example a sliding door, mobile in relation to the fixed structure, such as to define, in cooperation with the fixed structure, an opening and closing step; at least a shock absorber (1) according to any one of the claims, engaged to the support frame (101) and configured such as to contact, during opening and/or closing of the mobile element, and apply a damping force on the mobile element so that the approaching or distancing of the mobile element relative to the fixed structure can be managed.

BRIEF DESCRIPTION OF THE DRAWINGS

Some embodiments and aspects of the invention will hereinafter be described with reference to the accompanying drawings, provided by way of non-limiting example and in which:

figure 1 is a perspective view of a shock absorber, according to a first embodiment, partially sectioned in order to show the elements present internally thereof;

figure 2 is a perspective view of a liner of the shock absorber of figure 1;

figure 3A and 3B are perspective views of a shock absorber, partly sectioned according to a second embodiment ; The figure 4 and 5 are exploded views of a sealing device;

figure 6 is a section view of a shock absorber according to a third embodiment;

> figure 7 is a sectional view of a shock absorber according to a fourth embodiment;

> figure 7A is a detail of figure 7;

figure 7B is a detail of figure 7, which illustrates the oil passage in the reset condition of the shock absorber;

figure 8 is a detail of the sectional view of figure 6;

> figure 9A-9B and 9C are views of an engaging element arranged internally of the liner of the shock absorber;

figure 10A and 10B are perspective views of a first mobile element arranged internally of the shock absorber;

figure 11A and 11B are perspective views of a second mobile element arranged inside the shock absorber;

figure 12 is a partially-sectioned front view of the shock absorber of figure 1 in an initial condition;

> figure 13 is a partially-sectioned front view of the shock absorber of figure 1 during a starting condition;

figure 13A is a detail of figure 13;

figure 14 is a partially-sectioned front view of the shock absorber of figure 1 during an intermediate damping condition; figure 14A is a detail of figure 14;

> figure 15 is a partially-sectioned front view of the shock absorber of figure 1 during a maximum damping condition;

> figure 15A is a detail of figure 15;

> figure 16 is a partially-sectioned front view of the shock absorber of figure 1 in an endrun condition; · figure 17 shows a support device for housing the shock absorber of the previous figures;

figure 18 is an exploded view of the device of figure 17;

> figure 19 is a longitudinal section of the device of figure 17 in a first working condition;

figure 20 is a longitudinal section of the device of figure 17 in a second working condition;

figures 21A, 21B show an auxiliary support element used in the device of figure 17;

figures 22A, 22B show a support element used in the device of figure 17.

figure 23 is a perspective view of a shock absorber according to a further embodiment;

> figure 24 is a perspective view of the shock absorber of figure 23 partially sectioned in order to show the elements present internally thereof;

figure 25 is a detail of a section view of the shock absorber of figures 23 and 24.

DETAILED DESCRIPTION

With reference to the above figures, reference numeral 1 denotes in its entirety a damper according to the invention. The shock absorber described in the following is particularly well-suited to the damping of motion during the steps of closing and/or opening of sliding doors, sliding cupboard doors, mobile walls, drawers or in any case articles, generally of furniture, in which there is an element in motion with respect to a fixed frame and movement of which is to be damped to avoid shocks to the structure.

The shock absorber 1 comprises a first liner 2 internally defining a housing 6 which accommodates a fluid, generally an incompressible fluid, for example an oil. Alternatively, other liquids (and/or possibly also gas) may be used depending on needs.

The fluid is for interacting and cooperating with a piston 7 that is mobile internally of the liner 2 such as to define the various motion conditions of the shock absorber. In particular, the piston 7 comprises a mobile body 8 housed in the housing seat 6 and a rod 9 rigidly connected to the mobile body 8 and at least partially protruding from the liner 2.

The accompanying figures illustrate a liner 2 sectioned along a parallel plane to the prevalent lengthwise extension 3 such as to illustrate details located internally thereof. In particular, the liner 2 has an elongate shape extending between a first and a second end 4, 5 along a prevalent lengthwise direction 3.

In more detail, as visible from the accompanying figures, the liner 2 is defined, but not limitingly, by a cylindrical tubular body, in particular having a cylindrical symmetry. Also as regards the housing seat 6, it can be observed to non-limitingly exhibit a substantially cylindrical shape extending along the prevalent lengthwise direction 3.

The liner 2 exhibits, at least on an end of the two ends 4, 5, a main opening 2a which enables, during assembly of the shock absorber 1, inserting the piston 7 and/or the fluid within the housing seat 6.

Figure 2 illustrates a preferred embodiment of the shock absorber 1 in which the main opening 2a of the liner 2 is arranged at the first end 4 and places the housing seat 6 in fluid communication with the external environment. As with the first end 4, an auxiliary opening 2b is also present at the second end 5, and is usable for introduction and/or the emission of fluid from the housing seat 6.

The shock absorber 1 may include a top cap 52 at the aperture auxiliary 2b, configured to prevent, in use conditions, any seeping of fluid through the auxiliary opening 2b towards the external environment. At the second end 2 thereof, the liner 2 comprises an abutment portion 2c suitable for cooperating with the upper cap 52 in order to prevent passage of fluid through the auxiliary opening 2b from the housing seat 6 towards the external environment.

In more detail, the abutment portions 2c of the liner is configured such as to cooperate with an abutment surface 57 of the upper cap: the portions 2c are at least partially complementarily-shaped so as to define a contact portion defining a closed profile around the opening of the auxiliary opening 2b of the liner 2; in this way the upper cap 52 can enable sealing the fluid inside the housing seat 6.

In a first embodiment shown schematically for example in figure 7, the abutment portion 2c is substantially a flat transversal portion, in particular perpendicular to the prevailing lengthwise direction 3. The abutment portion 57 of the upper cap 52 also has a substantially flat configuration so as to define the contact zone in cooperation with the abutment portion 2c of the liner 2.

At least an inner portion having a smaller section than the abutment surface 2c is destined to be friction-inserted internally of the access channel to the compartment containing the damping fluid. To prevent losses and/or leakage of the fluid the cap 52 is welded (for example by heat or ultrasonic techniques) at an assembly station during the production steps of the shock absorbers.

In a further embodiment, shown schematically in figures 23, 24 and 25, the abutment portions 2c, 57 respectively of the liner 2 and the upper cap 52 have a conical shape. As shown in the accompanying figures, the liner 2 further comprises a fixing portion 2d which enables constraining the upper cap 52 at the second end 5 of the liner 2. The fastening portion 2d of the liner 2 may comprise, for example, threaded portions 58.

To enable the rotating constraint of the upper cap 57 to the liner 2, the upper cap includes a manoeuvring portion 59 configured so as to allow the positioning and/or locking thereof on the liner 2. In figures 23 and 25 the manoeuvring portion 59 is non-limitingly a hexagonal seat suitable for engaging with a hexagonal key. Alternatively, the manoeuvring portion 59 can comprise other shapes able to enable rotation of the cap, such as Phillips keys, star keys or knurled portions engageable by a suitable tool (these shapes are not illustrated in the accompanying figures) .

The conical shape 57 of the cap 52 enables increasing the pressure generated during the closing of the cap 52, as rotations of the threaded portion 58 contribute to nearing the cap to the liner 2, thus increasing the fluid seal. By operating in this way the mechanical seal can be obtained without welding, and therefore avoiding a critical stage of the production process; further, the special shape of the mutual coupling areas also enables use of plastic materials for the liner and for the cap 52.

Returning to the detailed description of the liner 2, it can be observed that the housing seat 6 exhibits, at the first end 4 thereof, a sealing zone 47 destined to engage a sealing device 27 configured such as to prevent, in use conditions, seeping of fluid through the main opening 2a towards the external environment. The sealing device 27 will be more fully described in the following. More in detail, the sealing zone 47 comprises a connecting portion 48 configured to block the sealing device 27 in a predetermined axial position along the prevalent lengthwise direction 3. For example, the connection portion 48 can comprise a threaded portion or a quick coupling portion or can be prepared for gluing/ (heat ) welding of the sealing system itself.

Note that the liner 2 non-limitingly includes an abutment 36 able to act as a retainer for the sealing device 27 and to prevent the device 27 from moving along the prevailing lengthwise direction 3 of the liner 2, in particular movements directed nearingly to the second end 5. The connecting portion 48 and the abutment 36 enable substantially packing the sealing device 27 and prevent the device 27 from performing movements directed along the direction 3.

Still with respect to the housing seat 6, it can be noted that the seta 6 also comprises a compensating zone 49, adjacent to the sealing zone 47, predisposed to engage at least one element 25 configured such as to compensate for the volume change generated by the rod 9 to internally of the housing seat 6 during movement of the rod 9.

To better understand the operation of the compensating element 25, it is useful to provide a more detailed description of the shock absorber in the operative condition. In fact, the shock absorber, in use conditions, works in fluid-tight manner: the use of an incompressible fluid, such as oil, means that there will be no variation of volume internally of the housing seat 6, and as the piston 7 is solidly connected to the rod 9, during the movement of the piston 7 inside the housing seat, a change in volume is produced, generated by the presence of a greater or smaller volume of the rod 9, depending on what portion is housed internally of the liner, which is located externally thereof.

The compensating element 25, as previously described, enables compensating the variation in volume generated by the presence of the volume of the rod 9. The compensating element 25 can non-limitingly comprise a closed-cell sponge which substantially has the cells thereof containing compressible fluid, such as air. As the piston rod gradually penetrates inside the housing seat 6, the compression of the compressible fluid, such as air, inside the cells enables compensating for the volume of the rod 9. On the basis of the compensation capability of the sponge and the working condition of the shock absorber 1, one or two or more sponges can be inserted in the compensating area 49 (condition represented in figures 3A and 3B) . The sponge allows oil passage and thus elastically compensates for the volume changes which occur during motion.

Alternatively, although with added structural complication, it is possible to use various known compensation systems such as, for example, inclusion of dedicated compensating chambers containing compressible fluid.

In addition to this, the compensating element 25 is configured so as to absorb the shock generated by the fluid inside the liner 2 at the beginning of the urging of the piston 7 by the external force Fs . In fact, as summarily described herein above, the sliding door, during opening thereof, contacts the rod 9 of the shock absorber 1: the moving door leaf contacts the rod 9 and generates a shock thereon.

The shock propagates inside the fluid until it reaches the walls of the housing seat 6. In particular, the shock may damage the closing elements of the housing seat arranged in proximity of the first and second openings 2a, 2b. The compensating element 25 enables at least partially damping the shock wave which develops in the fluid and thus protect the closing elements, in particular the sealing device 27.

As shown in the accompanying figures, the compensating zone 49 is, but not limitingly, adjacent to and subsequently arranged in the sealing zone 47, in particular between the sealing region 47 and a stop portion 50. The stop portion 50 is substantially defined by a projection emerging from the internal surface of the liner 2.

The stop portion 50 divides the compensating zone 49 from an adjacent operative zone 51 and subsequently arranged in the compensating zone disposed towards the second end 5 (see figure 2) . The operating zone 51 represents the portion of the housing seat 6 in which the piston 7 directly operates.

In particular, the operative area represents the portion of the housing seat 6 inside which the piston 7 operates. More in detail, internally of the operational zone 51, the piston 7 cooperates with the hdusing seat 6 and interacts with the fluid in order to generate the damping force Fr. In geometric terms, the operating zone 51 non-limitingly exhibits a circular section extending from the stop portion 50 up to the second end 5 of the liner 2, thus defining an operative stroke C of the piston 7 which is useful for obtaining the damping action (see for example figure 6) .

As shown in the accompanying figures, the operating zone 51 can comprise an unloading zone 43 arranged at the end of the operative stroke C of the piston 7 and thus arranged in proximity of the second end 5. The unloading zone 43 exhibits a substantially circular section, having a diameter greater than the diameter of the section in the operating zone 51.

The housing seat 6 defines, in cooperation with the piston 7 and in the unloading zone 43, a space that is bigger than the interspace defined by the cooperation between the housing seat 6 and the piston 7, at the operating zone 51 external of the unloading zone 43. A resistance force Fr is generated in the discharge zone 43 that is lower than the resistance force Fr generated by the piston in the operating zone outside the discharge zone 43: in fact within the unloading zone 43, the space between piston 7 and the housing seat 6 exhibits a greater bleeding of fluid with respect to the bleeding that occurs in the operating zone outside the unloading zone.

The discharge zone 43 therefore enables a reduction in the resisting force Fr generated the piston 7 at the end of the operating stroke in order to ensure the piston 7 reaches the endrun position.

Alternatively, as shown in figures 6 and 7, it is possible to increase the size of the space compared to that of the operating zone 51 by creating only one or more axial slots extending along the prevalent direction 3 (see figure 6) instead of increasing the section as a whole; alternatively a conicity can also be created that enables increasing the circular cross- section approaching the second end 5 (see figure 7). In addition to unloading areas 43 illustrated, useful for reducing the resistance force Fr during the damping condition, alternatively transversal slots can be fashioned, or a helically-developing slot (both not shown in the accompanying figures) .

As previously mentioned, the main opening 2a can receive a sealing device 27, which, as visible from the accompanying figures 3A, 3B, 4 and 5, is constituted by a closing element 28 which in turn comprises a connecting portion 28a, able to be coupled directly with the connecting portion 48 in the sealing region 47. The connecting portion 28a can include, as shown in figure 3A, a threaded cap 29a having a threaded portion and an abutting portion 29b.

Alternatively, the closing element 28 can comprise, as shown in figure 3B, a snap-fit by means of an annular rib 29 destined to engage in a corresponding complementarily-shaped seat of the liner (see also figure 2) . The connection portion 28a enables blocking the sliding of the closing element 28 along the prevalent direction 3 of the liner 2.

The closing element 28, as shown in figure 5, exhibits a substantially hollow cylindrical shape extending along the prevalent direction and comprising a central seat 30 able to house and enable passage of the rod 9. More specifically, as shown in figure 4, the closing element 28 comprises a disc-shaped base 53, in which the central seat 30 is fashioned.

The lateral walls of the support 54 emerge along the outer perimeter of the closing element 28, which lateral walls externally abut the housing seat 6 while they internally define a cavity 55 (visible in figure 5) of the closing element 28.

The sealing device 27, as visible in the accompanying figures, also comprises a seal 31 arranged in contact with the closing element 28. The seal 31 has a substantially disc-shape also exhibiting a passage aperture 32 allowing the passage of the rod 9. The seal 31 comprises a scraping portion 33 which adheres to the rod 9 such as to prevent seeping of oil from the housing seat 6.

More specifically, the seal 31 comprises a support base 31a which can contact the terminal part of the side support wall 54 of the closing element 28. A coupling wall 31b emerges from the base 31a and is directed towards the closing element 28 and able to be inserted inside the cavity 55 thereof. A sealing wall 31c extends on the end of the coupling wall 31b extending transversally of the prevailing direction 3 and in an entering direction towards the housing seat 6.

In an assembly condition of the shock absorber 1, the sealing wall 31c contacts the base 54 of the closing element 28. As can be seen in figure 4, the passage aperture 32 of the seal is arranged on the sealing wall 31c. The scraper portion 33 extends transversally to the sealing wall 31c, which as previously mentioned contacts the rod 9 of the piston 7, preventing bleeding of oil from the side wall of the rod 9. As shown in the accompanying figures, in longitudinal section the scraping portion 33 of the seal 31 exhibits at least a deformable wing 40 able to act under pressure on the rod 9 and having a free end 41 elastically abutting the rod 9. The wing 40 develops from a first end 42 positioned at a predetermined distance from the rod 9 up to the free end 41 abutted on the rod 9.

As can be seen from the sectional views of figures 6 and 7, the seal 31 can comprise a sealing element 39 emerging from the sealing wall 31c towards the closing element 28. In particular, the sealing element 39 substantially defines a closed loop around the rod 9 (visible in figure 4) which abuts a respective sealing seat 28b of the closing element.

The sealing element 39 is configured such as to prevent, in use, the bleeding of the fluid arriving from the liner 2 and passing between the seal 31 and the closing element 28. The seal 31 is generally made of a soft material (softer than the material defining the further elements 34 and 54).

The seal 31 is generally made of natural or synthetic rubber or similar materials suitable for the fluid- tight seal. The sealing device 27 further comprises a retaining element 34 located in contact with the seal 31 and arranged on the opposite side to the closing element 28 with respect to the seal 31. Figures 4 and 5 show a preferred embodiment of the retaining element 34 which non-limitingly substantially exhibits a disc-shape having a central seat 35 able to allow passage of the rod 9.

The retaining element 35 comprises a base 35a able to cooperate with the corresponding abutment 36 of the liner 2 and configured such as to determine a support condition of the retaining element 34 itself. More specifically, the retaining element 34 rests on a side thereof on the abutment and on the other contacts the base plate 31a of the seal 31.

In this way, the retaining element 34 and the closing element 28 enable packing the seal 31 and thus prevent the seal from performing axial movements along the prevalent direction 3. As shown in the accompanying figures, the retaining element 34 exhibits a pusher portion 37 which, in use conditions, is arranged such as to ensure the correct positioning of the seal 31 between the closing element 28 and the retaining element, as well ensuring the contact between the coupling wall 31b of the seal 31 and the internal surface of the cavity 55 of the closure element 28. In particular, the pusher portion 37 emerges from the base 35a transversally, in particular perpendicularly therefrom in the direction of the seal 31. The pusher portion 37 has a substantially cylindrical and conical shape, with the conicity facing towards the seal 31. Still considering the components present inside the housing seat 6, it can be observed that the housing seat 6 non-limitingly includes the compensating element 25, the characteristics of which have been previously described.

As shown in the accompanying figures, the compensating element 25 is interposed between the retaining element 34 and a stop element 56 engaged internally of the stop portion 50. The stop element 56 is (non- limitingly) a disc exhibiting axial openings extending along the prevailing development direction 3, which allow passage of fluid through the element of the stop element 56. The stop element 56, resting on the retaining portion 50, prevents movements of the compensating element 25 along the extension direction 3 nearingly to the second end 5.

In particular, it is the stop element that separates the compensating zone of 49 from operating zone 51, in particular separating the compensating element 25 from the piston 7. The piston 7 is arranged in the operating zone 51 which piston 7 comprises a mobile body 8 defining, within the operating zone 51, a first and a second chamber A, B in fluid communication with one another.

The piston 7, as previously mentioned, also comprises the rod 9 which is solidly connected with the mobile body 8 and at least partially protrudes from the liner 2.

The piston 7 is mobile by sliding with respect to the sleeve 2 along the extension direction 3 thereof and is configured such as to define a damping condition in which, following the urging of the rod by an external pushing force Fs having an incoming direction in the in housing seat 6, the mobile body 8 moves in a first travel direction and, by interacting with the fluid, allows passage of the fluid from the first to the second chamber A, B, generating a resisting force Fr opposed to the external pushing force Fs .

In still other terms, when the piston 7 is pressed towards the interior of the housing seat 6, which is when it is approaching the second end 5, the oil contained in the housing seat 6 increases in pressure and begins to bleed, with resistance from channels of the piston: the bleeding dissipates energy and helps cushion the eventual closing of a sliding element with respect to a fixed frame.

The piston also defines a reset condition, in which it moves in a second travel direction opposite the first travel direction and generates a reset force Fa that, as with the damping condition, opposes the motion of the piston 7.

In greater detail, the piston 7 in the reset condition is in interaction with the fluid and ensures the fluid flow from the second chamber to the first chamber with consequent displacement of the rod 9 in exit direction from the housing seat 6. In both the damping condition and the reset condition the fluid can flow from one chamber to the other via one or more openings present on the mobile member 8, non-limitingly afforded in the central part thereof. In addition to flowing from the openings there is a slight lateral bleeding of the fluid between the external lateral surface of the mobile body 8 and the internal surface of the liner 2. In more detail, during the reset condition the fluid passage is substantially only through the central openings of the mobile body, while during the damping condition there is a reduced passage of fluid from the central openings of the mobile body 8 and a lateral bleeding. The various forces in play and the different conditions generated by the mobile body 8 will be more fully described following the present detailed description of the elements that make up the mobile body .

Turning now to the structure of the rod 9 (see for example figure 6) , it can be observed that it has a substantially elongate shape comprising a first and a second end 9a, 9b. At the first end 9a thereof the rod 9 exhibits a connecting portion 9c which enables engagement thereof with the mobile body 8. Similarly, the second end 9b exhibits a pusher portion 9d configured such as to receive and transmit the external pushing forces Fs to the mobile body 8.

In more detail, the connecting portion 9c can include a threaded portion destined to abut a respective connecting portion of the mobile body 8. Alternatively, it is possible to glue or press-fit the rod 9 into the connecting portion of the mobile body 8 so that the rod can be rigidly connected to the mobile body 8.

The piston 7 further comprises an engaging element 16 borne integrally by the rod 9 and which engages the mobile body 8 (figure 8) . More specifically, the engaging element 16 constrains to itself the mobile body 8 by enabling it to slide inside the housing seat along the extension direction 3 for the predetermined stroke C and move relative to the rod 9. In more detail (see figures 9A - 9C) , the engaging element 16 is constituted by a base 16a, having a substantially cylindrical shape, which extends along the extension direction 3 between a lower surface 16b, facing towards the first end 4 of the liner 2, and an upper surface 16c, facing the second end 5 of the liner 2.

The base 16a includes a connecting portion 16m which abuts to the connecting portion 9c of the rod 9. The engaging element 16 also comprises a body 16d solidly connected with the base 16a and emerging transversally, in particular perpendicularly, from the upper surface 16c thereof. In greater detail, the body 16d of the engaging member 16 also exhibits a substantially cylindrical shape with a diameter that is smaller than the diameter of the base 16a.

The body 16d is configured such as to engage the mobile body 8 and, as previously mentioned, enable the mobile body 8 to move relative to the rod 9, in particular relative to the base of the engaging element 16a. Even more in detail, the body 16d comprises a first portion 16e having a substantially cylindrical shape and connected to the base 16a of the retaining element 16 and a second portion 16i connected with the first portion 16e and subsequently arranged thereto along the prevailing development direction 3.

As shown in the accompanying figures, the first portion 16a exhibits a smaller diameter than the diameter of the base while the second portion 16i non- limitingly exhibits a smaller diameter than the first portion 16e. The body 16d of the engaging member 16 comprises a guide 24 extending along the prevalent extension direction 3 of the liner 2 and which is configured such as to engagingly receive the mobile body 8 and to guide the mobile body 8 slidingly along a predetermined operating stroke CI.

As shown in the accompanying drawings the guide 24 is arranged on the second portion 16i of the body 16d of the engaging member 16.

The guide 24 is non-limitingly a slot, in particular a through-slot crossing the body 16d and which extends for a portion of the second portion, equal to the extension of the operating stroke of the mobile body 8. The through-slots of the guide 24 fashioned on the second portion of the body 16d define two lateral abutments 161 joined at the tops, facing the second end 5, by a striking portion 19.

As can be seen from the view from above of figure 9B, the abutments and the corresponding striking portion 19 define a substantially H-shaped profile. The engaging element 16 includes, but is not limited to, a predetermined number of axial slots 26 extending along the extension direction 3 and which define, in cooperation with the housing seat 6 and/or with the mobile element 8, a passage aperture configured so as to allow passage of fluid between the two chambers during the damping and reset conditions.

In more detail, as can be seen from the accompanying figures, the axial slots 26 are arranged in part on the base 16a and in part on the body 16d of the engaging member. In particular, the axial slots 26 comprise undercuts 16f arranged on the first portion 16e of the body 16d having, non-limitingly, a V profile extending, but not limited to, all along the development of the first portion 16e. The axial slots 26 further comprise also the perimeter through-openings 16g and the internal through-openings 16h.

The perimeter though-openings 16g are arranged at the outer perimeter of the base 16a and substantially shape the perimeter of the base 16a. As regards instead the internal through openings 16h, they are arranged internally of the base 16a and define a closed profile. As can be seen from the accompanying figures, the perimeter openings 16g are non-limitingly arranged facing one another so as to enable, during the damping and reset condition, a symmetrical passage of fluid from one chamber to the other with respect to the engaging component 16.

In the same way, the internal openings 16h are also arranged one facing the other to enable, during the condition of damping and resetting, a symmetrical passage of fluid from one chamber to the other with respect to the engaging component 16.

In more detail, the base 16a comprises two perimeter through-openings 16g facing one another and two internal through-openings 16h also facing one another. In geometric terms, the perimeter through-openings 16g have an arc-of-circle profile while the internal through openings 16h have a substantially circular- sector profile. The axial slots 26, as previously mentioned, facilitate the passage of fluid from one chamber to another both in the damping condition and in the reset condition. As previously mentioned, the mobile body 8 is constrained to the engaging element and mobile with respect thereto.

In more detail, the mobile body 8 comprises a predetermined number of elements engaged with the body 16d of the engaging element 16 and which are both mobile in sliding and independently of one another along the extension direction 3 of the liner 2 relatively to the element engagement 16. In this way, the elements engaged with the body 16d can assume a plurality of different operating conditions of the shock absorber 1.

More in detail, as visible from the accompanying figures, the mobile body 8 comprises a first and a second element 10, 11. The first element 10 is at least partially complementarily-shaped to the housing seat 6 of the liner 2.

In particular, the first element 10 has a substantially cylindrical shape extending along the extension direction 3 between a lower surface 10a of the first element 10, facing towards the first end 4 of the liner 2, and an upper surface 10b of the first element 10, facing the second end 5 of the liner 2 (figures 10A, 10B) .

The first element 10 also comprises an external lateral surface 12 which is combined with the housing seat 6 and that in cooperation therewith defines a lateral bleeding opening 13 (figure 8) . The first element 10 also comprises a pass-through seat 17 which non-limitingly exhibits a substantially cylindrical shape extending along the prevailing extension direction 3 and passing through the first element 10. The pass-through seat 17 accommodates the body 16d of the engaging 16. As can be seen in the accompanying figures, the first element 10 non-limitingly includes two protrusions 23 arranged substantially at the upper surface 10b of the first element 10 and emerging therefrom transversally to the prevailing extension direction 3 of the liner 2 in a entering direction with respect to the pass-through seat 17 of the first element 10.

The protrusions 23 engage internally of the guide 24 of the engaging element 16: in this way, the guide 24 enables the first element 10 to be guided, and then permits the relative sliding between the first body 10 and the engaging element 16. The protrusions 23 are non-limitingly substantially facing and define, at the protrusions, openings substantially having an H-shape suitable for receiving the abutments 161 of the engaging element 16.

The striking portion 19 is configured to guarantee the engagement of the first element 10 to the body 16d of the engaging member 16. As can be seen from the section view of figure 7, the two protrusions 23 define two substantially inverted L-shaped portions that are symmetrical with respect to the axis of the first element 10 and facing one another.

The part extending along the extension direction 3 externally abuts the housing seat 6 and internally is configured such as to abut the first portion 16e of the body 16d. The part of the L transversal to the prevailing extension direction 3 forms a portion of the upper surface 10b of the first element 10 that can be used to supportingly accommodate the second support element 11.

The seat 17 has a substantially cylindrical shape that is complementary to the first portion 16a of the engaging element 16. More specifically, the seat 17 has a diameter greater than the diameter of the first portion 16e of the engaging element 16 in order to allow, in the step of cooperation between the first element 10 and the engaging element 16, definition of a small channel in which there is a bleeding of fluid. More in detail, the seat 17 of the first element 10, during the step of damping, abuts the first portion 16e and reduces the fluid passage between the two chambers, substantially allowing the leakage of the fluid between the lateral surface 12 of the first element 10 and the housing seat 6. During the reset step, the seat 17 and the first element 10 are distant from one another and, as can be seen from figure 7, the fluid can flow internally of the seat 17 and easily switch from the undercuts 16f and the axial slots 26 of the engaging member 16.

The fluid dynamic analysis will be more fully analysed in the description below.

As can be seen from the accompanying figures, the first element 10 also comprises a predetermined number of protuberances 21 emerging from the bottom surface 10a of the first element 10. In more detail, the protuberances 21 have, but not limited to, a cone shape with the base connected to inner surface 10a of the first element 10. The protuberances 21 are configured so as to allow, in both the damping condition and in the reset condition, distancing of the first element 10 from the engaging element 16.

Still more in detail, the protuberances 21 allow to space the upper surface 16c of the engaging member 16 from the lower surface 10a of the first element 10: in this way contact is prevented between the surface and the cohesion of the two by the "suction cup" effect. The first element 10 also non-limitingly comprises a closure body 10c arranged on the lower surface 10a of the first element and emerging transversally from the lower surface 10a. The closure body 10c is configured such as to abut the internal through-openings 16h of the engaging element 16 so as to reduce the fluid passage during the damping condition of the piston 7, which condition will be more fully detailed in the following.

It should be noted that the closure body 10c does not contact the internal surface of the pass-through openings 16h, but defines a small channel from which the fluid can flow. In this way it a suction effect can be afforded, which would otherwise be established between the first element 10 and the engaging element 16 during movement of the piston 7.

As with the first element, the second element 11 is at least partially complementarily-shaped to the housing seat 6 of the liner 2.

In particular, the second element 11 has a substantially cylindrical shape extending along the extension direction 3 between a lower surface 11a of the second element 11, facing towards the first end 4 of the liner 2, and an upper surface lib of the second element 11, facing the second end 5 of the liner 2 (see figures 11A and 11B) . The second element 11 has an outer lateral surface 14 which is combined with the internal surface of the housing seat 6 to define a lateral bleed port 15.

The second element 11 comprises a substantially- cylindrical through-seat 18 which develops along the prevailing extension direction 3 and passes through the second element 11. The through-seat 18 can receive the body 16d of the engaging member 16.

As shown in the accompanying figures, the second element 11 comprises, but is not limited to, two protrusions 20 arranged substantially at the lower surface 11a of the second element 11 and emerging from the latter transversally of the extension direction 3 of the liner 2 in an entering direction with respect to the through-seat 18 of the second element 11.

The projections 20 engage internally of the slot 24 of the engaging element 16, which enables guiding the second element 11 during the motion thereof. The projections 20 are substantially facing one another and define an opening at the protrusions that is substantially H-shaped.

In addition to allowing the engagement of the second element with the slot 24 of the engaging member 16m the projections 20 of the second element 11 are configured such as to abut the striking portion 19 during the reset condition: in this way the projections 20 prevent the disengagement of the second element 11 from the body 16 and consequently also prevent the disengagement of the first element 10 from the body 16.

As can be seen from the sectional view of figure 7 the two projections define two substantially inverted L- shaped portions that are symmetrical with respect to the axis of the second element 11 and which face one another. The portion of the "L" extending along the extension direction 3 projects externally of the housing seat 6 while internally it accommodates the body of the engaging member 16.

The portion of the "L" extending transversally of the prevailing development direction 3 forms a portion of the lower surface 11a of the second element 11 which can supportingly accommodate the first element and which can also engage the striking portion 19 and act as an endrun stop. As can be seen from the accompanying figures, the second element 11 comprises, but is not limited to, a predetermined number of protuberances 22 emerging from the bottom surface 11a of the second element.

In more detail, the protuberances 22 non-limitingly exhibit a cone shape with the base connected to the lower surface 11a of the second element 11. The protuberances 22 are configured in such a way as to space the second element 11 from the first element 10 in both the damping condition and in the reset condition .

In still more detail, the protuberances 22 enable the upper surface 10b of the first element 10 to be distanced from the lower surface 11a of the second element 11: in this way contact between the surfaces is avoided, and therefore the cohesion of the two by "sucker" effect.

Before passing on to the description of the different configurations of the first and second elements 10, 11 during the damping and resetting conditions, some quantitative data concerning the geometry of the movable body 8 can be provided.

Firstly, observing figure 8 in detail, it can be seen that the lateral bleed hole 13 of the first element 10 is smaller than the bleed hole 15 of the second element 11. In this way, the first element 10 is able to develop a resisting force, due to bleeding of fluid between the housing seat 6 and the external lateral surface 12 of the first element, that is greater than the damping force, due to the bleeding of fluid between the housing seat 6 and the external lateral surface 14 of the second element 11.

In particular, for the purposes of the evaluation of the total resisting force, it is relevant ^' to' consider the extension of the lateral bleeding surfaces of the two elements. As shown in the accompanying figures, the external lateral surface 12 of the first element 10 has an extension, along the prevailing extension direction 3, greater than · the extension of the external lateral surface 14 of the second element 11. In particular, the ratio between the extension of the external lateral surface 12 of the first element 10 along the extension direction and the extension of the external lateral surface 14 of the second element along the extension direction is greater than 1, in particular greater than 1.4, even more in particular greater than 1.6.

In an alternative embodiment, not represented in the accompanying figures, the first and second elements can have the same bleed holes but the size of the side surfaces can be changed to enable differentiation of the resisting forces of the two elements. In a further embodiment, not represented in the accompanying figures, to allow differentiation of the resisting forces of the two elements, the first and second elements can have different bleed holes, while maintaining the same extension of the lateral surfaces .

Obviously, as in the present case, a combination of differences in the dimensioning of the bleed holes and the size of the lateral surfaces can also lead to the desired effects of variation of resistance to the passage of fluid. In addition to flowing from the bleed holes defined by cooperation between the lateral surfaces 12, 14 and the housing seat, the fluid passes through the seats 17, 18 of the first and the second element 10, 11. In fact, the passage of fluid from the housings helps to define (regulate) the resisting force of the first and second element.

In greater detail a resisting force Fl of the first element 10 can be defined which is in general higher than the resisting force F2 of the second element 11. In particular, the ratio of the resisting force Fl of the first element 10 and the resisting force F2 of the second element 11 is greater than 1, in particular greater than 1.2, even more in particular greater than 1.5.

The shape and the size of the first and second element 10, 11 enable determining, during the damping condition, various conditions that are different from one another.

Figures 1 and 12 illustrate an initial condition, in which the first and second elements 10, 11 are close together and in which the second element 11 is in contact with the striking portion 19 of the engaging element 16. By urging the piston 7 with the external force Fs having an entrant direction with respect to the housing seat 6, the first and the second elements 10, 11, are configured so as to define a damping condition in which the first and second elements respectively generate a first force Fl and a second force F2 which contribute to the generation of the resisting force Fr.

In particular, the first and the second element are configured to move relative to one another and relatively to the rod 9. In more detail, the first and the second element 10, 11, are configured to define a first condition in which they move relative to each other and with respect to the rod 9 and in which they generate a first overall resisting force Fri. In this condition the two elements are in the initial condition and following the stress imparted by the force Fs, the two elements start to move along the prevailing extension direction, nearing the first end 4 of the liner 2. In the first condition, illustrated in figure 13 and in the detail of figure 13A, the fluid passes initially from the seats 17, 18 respectively of the first and second element 10, 11 and thus from the axial slots of the engagement member 16. Once the seat 17 of the first element abuts the first portion 16e of the engaging element 16, the fluid is no longer able to pass easily from the seat 17 and then begins to bleed from the bleed hole 13 of the first element.

As for the second element 11, it easily allows the passage of fluid from the seat 18. In fact, in the first condition the first element 10 generates from the outset a resisting force Fl of bleeding while the second element generates a resisting force F2. Summing the contribution of the two resisting forces of the first and second element 10, 11, an overall resisting force Frl is obtained in the first condition which opposes the external force Fs generated on the piston 7. Analysing the movement of the mobile body 8, it can be noted that the first element 10 moves towards the first end 4 of the liner 2 at a speed, relative to the piston 7, greater than the relative speed of the second element 11. This is because the resistance to motion developed by the first element 10 is such as to keep it substantially stationary relative to the liner 2, enabling it to move faster than the second element 11 with respect to the engaging element 16.

The second element 11 develops a lower resistance and therefore moves with respect to the liner 2 more easily than the first element 10, i.e. it moves at a lower speed than the speed of the first member relative to the engaging element 16.

Once the first element 10 comes into contact with the upper surface 16c of the engaging element 16, the first and second elements 10, 11 are arranged in a second condition in which the first element 10 moves solidly with the rod 9, while the second element 11 moves relatively to the first element 10 (see figure 14 and the detail of figure 14A) . In this case, the second element 11 continues to develop the resisting force F2 having the same (or substantially the same) intensity as the force developed in the first condition. As regards instead the first element 10, in the second condition it develops a damping force Fl greater than the force Fl developed in the first condition. The resisting force Fl is greater in the second condition because the first element 10 abuts on the base 16 and the two bodies in cooperation substantially occlude all the passage channels of the fluid (oil) ; in this situation, in order to flow towards the second chamber B the fluid is forced to pass from the channel 13 defined between the inner surface of the liner 2 and the outer circumferential surface of the first element 10 generating a corresponding greater resistance to motion which results in a higher dissipation, and therefore in an increase of the resisting force Fl . In fact, the support of the lower surface 10a of the first element 10 on the upper surface 16c of the engaging member 16 leads to generating a force Fl greater than the one generated in the first condition. In other words, the seat 17 abutting the first portion 16e of the engagement element 16 reduces the flow passage from the internal seat 17 to the first element with greatly increased pressure inside the chamber A, and then with a consequent increase of the overall resisting force. In this way the first and second elements 10, 11 develop an overall resisting force Fr ₂ that is greater than the resisting force Fri (Fr = Fl + F2) . By continuing to urge the piston 7 with an external force Fs directed enteringly towards the housing seat 6, the first and second elements 10, 11, are configured to be arranged in a third condition ^■ (see figure 15 and the detail of figure 15A) in which the first and second elements 10, 11 are neared and both move solidly with the rod 9. In this condition the force Fl developed by the first element is equal to the force Fl developed by the first element during the second condition. As regards instead the second element 11, in the third condition it develops a damping force F2 greater than the force F2 developed by the second element 11 in the second condition. In the third condition, the first and second members 10, 11 are configured to develop an overall resisting force Fr ₃ greater than the overall resisting force Fr ₂ developed in the second condition.

In still greater detail, the lower surface 11a of the second element 11 abuts the upper surface 10b of the first element 10. In this condition the second element can no longer slide relative to the piston 7, which further increases the pressure in chamber A and therefore increase the total resisting force. The force F2 is given substantially by the bleeding of the fluid from the lateral surface 14 of the second element 11.

In the third condition, the compaction of the first and second element 10, 11 at the base 16a of the engagement element 16 generates a reduction of the fluid flow in passage internally of the mobile body 8: in this way there is a sharp increase of the pressure in the chamber and consequently an increase of resistance to fluid bleeding.

In other words, during the damping condition the first and the second element enable a progressively greater resisting force Fr to be developed during the displacement of the piston 7 nearingly to the second end 5.

In the event of a door-leaf moving at high speed, the shock absorber advantageously reacts by first developing a first overall resistance to the motion of the leaf Fri ; almost immediately the first element 10 abuts on the base 16 and the overall resisting force reaches a value Fr ₂ if the impact is of considerable intensity, after a short time the second element 11 abuts on the first element 10 and the overall resisting force reaches a value Fr ₃ . Obviously, the transit times between the reactions Fri , Fr ₂ and Fr ₃ depend on the force of impact and the reaction of the shock absorber will adjust automatically, generating the necessary damping forces. Then when the piston 7 reaches the unloading zone 43 the channel defined between the external surface of the piston 7 and the internal surface of the liner 2 increases instantaneously reducing the resistance to motion. In this way, during the last portion of the shock absorber stroke, resistance to motion decreases, thus ensuring the optimal closing/opening of the sliding element.

Note that the above-described feature is extremely advantageous and important regardless of the specific configuration of the piston 7.

As for the reset condition, the piston 7 moves in approach towards the first end 4 (see figure 7 and the detail of figure 7B) . In this condition the first and the second element 10, 11 are close and the second element 11 is in contact with the striking portion 19. In this condition, visible in the detail of figure IB, the fluid passes freely from the pass-through seats 17 and 18 of first and second elements 10, 11. In particular, in this condition the pass-through seat 17 of the first element is distanced apart from the first portion 16e of the engaging element 16 and fluid passage internally of the mobile body 8 is thus not limited in any way. In addition to this the distance between the mobile body 8 and the engaging element 16 allows full passage of fluid from all the axial slots 26 present on the engaging element 16.

The fluid pressure present internally of the two chambers is considerably lower in the reset condition relative to the pressure in the chambers in the damping condition. The mobile body 8 generates a reset resistance Fa much lower than the damping force Fr that develops in the damping condition. At constant applied force, therefore, the motion from the configuration of figure 13 to that of figure 15 appears to be much slower than that from the condition of figure 8.

As can be observed from figures 17 - 22, the shock absorber 1 can be engaged with a support device 100 non-limitingly interposable, for example, between a fixed structure of an article of furniture and a mobile element. The support device 100 enables the shock absorber 1 to be engaged and therefore supports it during the damping and reset step as described above .

As will emerge more clearly in the following description, the support device 100 is configured to cooperate with the mobile element and facilitate the movement thereof. The support device 100 comprises a support frame 101 exhibiting a locking portion 102, able to engage with the shock absorber 1, and a guide portion 103. The blocking portion 102, as can be seen from figure 18, includes, non-limitingly, a cavity 104 extending along a development direction 105e defined between a first and a second end 105a, 105b. As shown in the accompanying figures, the development direction 105 of the cavity 104 is substantially coincident with the extension direction 3 of the liner 2. At the first end 105a, the cavity 104 comprises a first abutment portion 106 able to contact the first end 4 of the liner 2 while at the second end 105b of the cavity 104 it exhibits a second abutment portion 107 able to contact the second end 5 of the liner 2. The first and the second abutment portions 106, 107 enable substantially blocking the shock absorber 1 along the extension direction 105 of the cavity 104 such that the shock absorber 1 can perform the damping and reset step .

As can be seen, the first abutment portion 106 has an opening 108 which enables the rod 9 to at least partially exit from the cavity 104 and to contact a support element 109 which will be more fully described in the following. The cavity 104 has, but is not limited to, a substantially cylindrical shape having a diameter greater than the diameter of the liner 2 of the shock absorber 1. In this way the cavity 104 embraces the liner 2 and prevents it from moving transversally to the development direction 105 of the cavity 104.

The guide portion 103 is solidly connected to the blocking portion, in particular it is arranged following the first striking portion 106. The guide portion 103si extends substantially parallel to the prevailing extension direction of the cavity 104. The guide portion 103 comprises a through-cut 110 which extends transversally, in particular perpendicularly, to the development direction 105 of the cavity 104. The through-cut 110 internally accommodates the bearing element 109 and keeps it aligned to the development direction 105 of the cavity 104.

The guide portion 103 further includes a guide 111 configured to engage the bearing element 109 and enable it to move along a predetermined operating path. In more detail, the guide 111 comprises a first substantially straight section 112 which extends parallel to the development direction of the cavity 104 and thus parallel to the extension direction 3 of the liner 2 of the shock absorber 1. The straight section 112 extends substantially distancingly from the first abutment portion 106. The straight section 112 ends with a second portion or terminal portion 113 extending transversally with respect to the first section 112; in particular the second portion is, non- limitingly, an arcuate portion. As shown in the accompanying figures, the guide 111 is a slot which enables engagement of corresponding protuberances of the bearing element 109. Alternatively, the guide 111 can be a protuberance which is inserted inside a respective seat of the bearing element 109.

As regards instead the bearing element 109, it exhibits a substantially plate body 114 which fits into the through-cut 110. The body 114 of the bearing element 109 includes a pusher portion 115 arranged at an end of the body and facing the first abutment portion 106 of the support frame 101. The pusher portion 115si develops transversally and in particular perpendicularly to the development direction of the cavity 104. The pusher portion 115 includes a supporting portion 116 which is aligned with the rod of the shock absorber 1 along the prevailing extension direction of the liner 2 and substantially arranged at an end of the body facing the first abutment portion 106 of the support frame 101. The pusher portion 115 is configured to supporting receive the sliding door- leaf and then transmit the thrust of door to the shock absorber 1. The pusher portion 115 further comprises a pulling portion 117 distanced from the supporting portion 116 of the body 114, which is configured to engagingly receive a resilient element 118, for example a spring, solidly connected to the support frame and which is configured to exert a force on the body having an entering direction with respect to the cavity 104 containing the shock absorber 1.

In the accompanying figures, the elastic element 118 is schematically shown with a line. As can be observed, the visible pulling portion 117 is, non- limitingly, a through-hole which extends along the development direction of the cavity 104.

The body 114 further includes a support portion 119 which extends transversally to the pusher portion 115 of the body. The support portion 119 non-limitingly exhibits a substantially arcuate shape. As shown in the accompanying figures, the support portion 119 includes a coupling portion 120 opposite with respect to the pusher portion 115. The engaging portion 120 extends transversally with respect to the development direction 105 of the cavity 104 and is directed nearingly to the cavity 104. The body 114 comprises at least a guide element 121 for engaging with the guide 111 of the support frame 101.

In the accompanying drawings a preferred embodiment of the invention is illustrated in which the guide elements 121 are protruding pins which engage in a slot defined by the guide. In the preferred embodiment it can be observed that the body 114 comprises two pins aligned along the extension direction of the liner 2. A first pin 122 is arranged on the pusher portion 115 of the body 114 and interposed between the supporting portion 116 and the pulling portion 117. A second pin 123 is instead arranged on the support portion 119, in particular substantially arranged at the engaging portion 120. During the movement of the support element the pins slide internally of the guide 11. During engagement with the rectilinear part of the guide the two pins will keep the body aligned with the development direction of the cavity. In this condition the pusher portion is configured to receive and support the sliding door while the engaging portion is configured such as to engage on the sliding door. Once the arcuate portion has been reached, the second pin 123, at the end of the predetermined operating path, enables the engaging portion 120 to rotate slightly and become arranged in a stable loaded condition. In this condition the engaging portion 120si disengages from the door leaf and enables the leaf to disengage from the support device 100.

The operating path defined by the guide is dimensioned so that only the second pin 123 engages the arcuate portion. In this way the supporting portion 116 of the pusher portion 115 can be kept aligned with the rod 9 of the shock absorber 1.

In the accompanying drawings a preferred embodiment of the support element is illustrated, in which the support element includes a support element 125 interposed between the auxiliary support element 109 and the rod 9 of the shock absorber 1. The auxiliary support element 125 includes a first connecting portion 125a suitable for engaging with a respective connecting portion 109a of the support element 109 arranged on the pusher portion 115. The first connecting portion 125a, in the preferred form represented in the accompanying drawings, is a pin which extends transversally, in particular perpendicularly, to the development direction of the cavity 104 and which engages internally of the connecting portion of the support element 109 which in the preferred form is represented by a seat.

The two connecting portions of the support element and the auxiliary support element and define, in cooperation, a hinge-type constraint.

The auxiliary support element 125 also comprises a second connecting portion 125b able to engage with the rod 9 of the shock absorber 1. The auxiliary support element 125 comprises a guide element 126 able to engage with the guide of the support frame 101. The guide element 126 enables the support element to remain constrained to the auxiliary guide 111 of the guide portion 103 and to slide therein for at least a portion of the predetermined operating path.

The guide element 126, as represented in the accompanying figures, is a protuberance having a parallelepiped shape which engages with the slot defined by the guide 111. Figures 19 and 20 represent the different working conditions of the shock absorber 1 and the various components of the support device 100.

In particular, figure 20 illustrates a starting condition in which the second pin 123 is engaged in the curved section 113 of the operating path. In this condition the piston rod 9 is in the condition of maximum excursion, ready to receive the urging force impressed on the sliding door and the engaging portion 120 enables the passage thereof along the development direction of the cavity.

The support device 100 is positioned such that the sliding door contacts the supporting portion 116 of the pusher portion 115. In this way the door enables the second pin 123 to exit from the arcuate portion and to engage the door. The door pushes the support element 109 which in turn pushes the auxiliary support element 125 which urges the rod 9 of the shock absorber 1.

The shock absorber 1, as previously described, enables managing the movement of the door leaf. In particular, the shock absorber 1 exerts a resisting force Fr on the door leaf that prevents the leaf from abruptly impacting the fixed structure of the article of furniture. When distancing the door from the shock absorber 1, the shock absorber is reset.

In particular, thanks to the engagement of the engaging portion 120, by moving the door away from the shock absorber 1 the absorber 1 can be reset. Once the second pin 123 reaches the arcuate portion, the engaging portion 120 distances from the door-leaf to enable release of the support element from the door. The components of the support device are non- limitingly made of plastic material in order to reduce the production costs of the various components and consequently the overall cost of the device. Alternatively, part or all of the components of the support device can be made of a metal material. The invention attains important advantages.

Firstly, the particular configuration in two elements of the piston 7 enables having an extremely simple geometry and modest production costs. The movement of the first and second elements 10, 11 guarantees a modulation of the resisting force during the motion of the piston. Therefore, the described configuration enables increasing (automatically as a function of the urging) the resisting force so as to greatly reduce shocks to the associated sliding components. The coupling between the engaging element and the first and second elements prevents misalignment or vibrations of the rod 9 and ensure an improved movement with respect to the prior art.

Moreover, the presence of an end portion having an increased section of the housing seat ensures attaining the desired conditions for the closing/opening of the mobile element with respect to the fixed frame substantially in any operating condition, and avoids the annoying behaviour of shock absorbers of the prior art which do not enable complete closing/opening of the mobile structure, necessitating a second intervention on the part of the user.